U.S. patent number 7,413,242 [Application Number 11/021,606] was granted by the patent office on 2008-08-19 for structural seat system for an automotive vehicle.
This patent grant is currently assigned to Specialty Vehicle Acquisition Corp.. Invention is credited to George A. Corder, Mostafa Rashidy, James E. Robertson, Robert G. Storc, George Wolenter.
United States Patent |
7,413,242 |
Rashidy , et al. |
August 19, 2008 |
Structural seat system for an automotive vehicle
Abstract
A structural seat system is provided for an automotive vehicle.
In another aspect of the present invention, a structural beam is
employed which extends in a cross-vehicle direction spaced above a
vehicle floor. A further aspect of the present invention provides a
passenger seat with a recessed configuration. Yet another aspect of
the present invention uses a structural reinforcement and seat
system in a convertible roof vehicle.
Inventors: |
Rashidy; Mostafa (Bloomfield,
MI), Corder; George A. (Romulus, MI), Storc; Robert
G. (Rochester Hills, MI), Robertson; James E.
(Rochester, MI), Wolenter; George (Dearborn Heights,
MI) |
Assignee: |
Specialty Vehicle Acquisition
Corp. (Los Angeles, CA)
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Family
ID: |
34933303 |
Appl.
No.: |
11/021,606 |
Filed: |
December 23, 2004 |
Prior Publication Data
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Document
Identifier |
Publication Date |
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US 20050161980 A1 |
Jul 28, 2005 |
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Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
Issue Date |
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10979873 |
Nov 2, 2004 |
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10822901 |
Apr 13, 2004 |
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60499669 |
Sep 3, 2003 |
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Current U.S.
Class: |
296/193.02;
296/187.12 |
Current CPC
Class: |
B60J
7/04 (20130101); B60N 2/22 (20130101); B60N
2/34 (20130101); B60N 2/68 (20130101); B62D
25/2036 (20130101); B62D 21/157 (20130101); B62D
25/00 (20130101); B62D 25/025 (20130101); B60N
2/688 (20130101); B60R 2021/23153 (20130101) |
Current International
Class: |
B60J
7/00 (20060101) |
References Cited
[Referenced By]
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Foreign Patent Documents
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196 03 098 |
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DE |
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199 16 849 |
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DE |
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0 059 147 |
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EP |
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0 934 865 |
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Aug 1999 |
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EP |
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1 151 882 |
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Nov 2001 |
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EP |
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459931 |
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FR |
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671743 |
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FR |
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2 120 326 |
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FR |
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2 698 600 |
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FR |
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273894 |
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GB |
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612015 |
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GB |
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6-99851 |
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Apr 1994 |
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JP |
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11-115662 |
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Apr 1999 |
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JP |
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11-129368 |
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May 1999 |
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JP |
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WO 02/096675 |
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Dec 2002 |
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WO |
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WO/2003/031746 |
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Apr 2003 |
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WO |
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Other References
Photograhs of 1942 Rolls-Royce, "Duchess" Fleetwood sedan with
stationary roof (believed to have been offered for sale or
publically used in 1942). cited by other .
Photographs of 1931 Series 355 7-passenger touring vehicle with
convertible roof and four doors (believed to have been offered for
sale or publically used in 1931). cited by other .
Photos and description of Kennedy Presidential Limousine (publicly
used in 1960s). cited by other .
G. Guzzardi and E. Rizzo, Convertibles--History and Evolution of
Dream Cars (1998), 38 pages. cited by other .
Two photographs of 2005 Ford 500. cited by other .
Photograph of Rolls Royce (publicly used or published in 1956).
cited by other .
Photographs of Lincoln Continental Limousine (publicly used or
published prior to 2003). cited by other .
Photographs of metal structure for 2005 model year Ford 500 (2
pages). cited by other .
Mark Vaughn, "Chrysler 300C Cabriolet", (Newport Convertible
Engineering, Inc.), Nov. 22, 2004, AutoWeek, p. 4. cited by other
.
"Drop-top Rolls", Nov. 22, 2004, AutoWeek, p. 4. cited by other
.
European Search Report dated Jul. 12, 2005. cited by other .
European Search Report dated Jul. 28, 2005. cited by other .
Byron Bloch, Advanced Designs for Side Impact and Rollover
Protection, 1998, 15 pages. cited by other .
European Search Report dated Nov. 15, 2007, 7 pages. cited by
other.
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Primary Examiner: Pape; Joseph D
Attorney, Agent or Firm: Harness, Dickey & Pierce,
P.L.C.
Parent Case Text
CROSS-REFERENCE TO RELATED APPLICATIONS
This application is a continuation-in-part of copending U.S. Ser.
No. 10/979,873, filed on Nov. 2, 2004, and copending U.S. Ser. No.
10/822,901, filed on Apr. 13, 2004, which claims the benefit of
U.S. Provisional Application No. 60/499,669, filed on Sep. 3, 2003.
The disclosures of the above applications are incorporated by
reference herein.
Claims
The invention claimed is:
1. An automotive vehicle comprising: a first door opening; a second
door opening located behind the first door opening; a substantially
vertically projecting, structural pillar located between the door
openings; a structural reinforcement aligned with the pillar; a
seat bottom cushion being entirely located forward of the
reinforcement; and a seat back cushion having a portion located
above the reinforcement when in at least one operating position;
the seat bottom cushion being movable independently of the
reinforcement.
2. The vehicle of claim 1 further comprising a bottom seat frame
predominantly oriented along a substantially horizontal plane and
supporting the seat bottom cushion, the bottom seat frame being
attached to the reinforcement.
3. The vehicle of claim 1 wherein the reinforcement is elongated in
a substantially cross-vehicle direction, and at least a portion of
the seat bottom cushion is located below a horizontal plane
intersecting a top of the reinforcement when the seat bottom
cushion is in at least one operating position.
4. The vehicle of claim 1 wherein the seat back cushion is movable
between a substantially vertical, upright position and a
substantially horizontal, reclined position, and the back cushion
is located above the reinforcement when in the reclined
position.
5. The vehicle of claim 1 further comprising: a floor-mounted seat
track mechanism; a bottom seat frame coupled to the floor-mounted
mechanism and supporting the bottom cushion; a seat back frame
supporting the back cushion; and a reclining mechanism coupling the
seat back frame to the bottom seat frame, the reclining mechanism
operably allowing the seat back frame to tilt relative to the
bottom seat frame, the reclining mechanism having a substantially
inverted U-shape.
6. The vehicle of claim 1 wherein the seat back cushion and a seat
bottom cushion define a recessed configuration located at their
rear and bottom interface, and the seat cushions are movable to
receive the structural reinforcement in the recessed configuration
and to allow substantially horizontal reclining of the seat back
cushion above the structural reinforcement.
7. The vehicle of claim 1 further comprising a rear passenger seat
located entirely behind the reinforcement, the cushions defining a
front passenger seat.
8. The vehicle of claim 1 wherein the reinforcement is spaced above
a vehicle floor to allow passenger foot clearance therebetween.
9. The vehicle of claim 1 further comprising a secondary,
structural beam upwardly extending from and being coupled to the
reinforcement, the secondary beam being movable relative to the
reinforcement.
10. The vehicle of claim 1 further comprising: a second seat bottom
cushion located forward of the reinforcement; the reinforcement
being a continuous member of substantially closed cross sectional
shape extending substantially the full cross-vehicle dimension of
the vehicle behind both seat bottom cushions; the seat bottom
cushions defining portions of front passenger seats; the
reinforcement serving to resist a side impact collision in a
four-door style vehicle in accordance with FMVSS 214; and a
convertible roof movable from a raised position covering the seat
bottom cushions to a retracted position rear of a vehicle passenger
compartment.
11. An apparatus for use with an automotive vehicle having a floor,
the apparatus comprising: a side impact beam configured to span
above the vehicle floor; a seat bottom cushion movable
independently of the beam; a seat back cushion movable to a
reclining position above the beam; and seat tracks coupled to the
vehicle floor and being entirely forward of the beam, the seat
tracks allowing fore-and-aft sliding movement of the seat bottom
cushion relative to the beam.
12. The apparatus of claim 11 further comprising a rear passenger
seat located entirely behind the beam, the cushions defining a
front passenger seat.
13. The apparatus of claim 11 further comprising a secondary,
structural reinforcement upwardly extending from the beam, the
secondary reinforcement being movable relative to the beam, and the
beam being stationary and elongated in a cross-vehicle
direction.
14. The vehicle of claim 11 further comprising: a second seat
bottom cushion located forward of the beam; the beam being a
continuous member of substantially closed cross sectional shape
extending substantially the full cross-vehicle dimension of the
vehicle behind both seat bottom cushions, the beam being spaced
above a vehicle floor; the seat bottom cushions defining portions
of front passenger seats; the beam serving to structurally resist a
side impact collision in a four-door style vehicle; and a
convertible roof movable from a raised position covering the seat
bottom cushions to a retracted position rear of a vehicle passenger
compartment.
15. The vehicle of claim 11 further comprising: a bottom seat frame
coupled to the seat tracks and supporting the bottom cushion; a
seat back frame supporting the back cushion; and a reclining
mechanism coupling the seat back frame to the bottom seat frame,
the reclining mechanism operably allowing the seat back frame to
tilt relative to the bottom seat frame, the reclining mechanism
having a substantially inverted U-shape.
16. An apparatus for use with an automotive vehicle having
B-pillars, the apparatus comprising: a structural beam elongated in
a cross-vehicular direction substantially between the B-pillars; a
front seat bottom movable independently of the beam; a front seat
back movable to a reclining position above the beam; and seat
tracks located entirely forward of the beam, the seat tracks
allowing movement of the seat bottom cushion relative to the
beam.
17. The apparatus of claim 16 further comprising a rear passenger
seat located entirely behind the beam and the beam being spaced
above at least a majority of a vehicle floor.
18. The vehicle of claim 16 further comprising: a second front seat
bottom located forward of the beam; the beam being a continuous
member of substantially closed cross sectional shape extending
substantially the full cross-vehicle dimension of the vehicle
behind both front seat bottoms; the beam serving to structurally
resist a side impact collision in a four-door style vehicle; and a
convertible roof movable from a raised position covering the front
seat bottoms to a retracted position rear of a vehicle passenger
compartment.
19. The vehicle of claim 16 further comprising: a reclining
mechanism coupling the front seat bottom to the front seat back,
the reclining mechanism operably allowing the front seat back to
tilt relative to the front seat bottom, the reclining mechanism
having a substantially inverted U-shape.
20. The apparatus of claim 16 further comprising a structural
member diagonally extending upwardly and outwardly from the beam
toward one of the B-pillars.
21. The apparatus of claim 16 further comprising four passenger
doors and a convertible roof, beam resists a side-impact collision
pursuant to FMVSS 214.
Description
BACKGROUND AND SUMMARY OF THE INVENTION
The present invention generally relates to automotive vehicles and
more particularly to a structural reinforcement and seat system for
an automotive vehicle.
Cross-vehicle body stiffness within automotive vehicles is
important in reducing torsional twist and vibration of the body,
but also improves the ride and handling of the vehicle. This issue
is especially important for convertible vehicles where the removal
of the traditional fixed roof structure further decreases vehicle
stiffness to the point where four door convertible roof vehicles
have been essentially impractical to achieve with conventional body
structure. Furthermore, U.S. Federal Motor Vehicle Safety Standard
("FMVSS") 214 relates to side impact collision protection for
vehicles. This governmental standard employs a moving barrier,
equivalent to a truck bumper, which impacts the vehicle generally
at and below a belt-line of the front door and B-pillar. FMVSS 214
puts an added premium on cross-vehicle stiffness.
U.S. Pat. No. 1,694,546 entitled "Motor Car," which issued to
Lancia on Dec. 11, 1928, and U.S. Pat. No. 5,788,322 entitled "Body
Structure for a Rear Carriage of a Convertible," which issued to
Wolf et al. on Aug. 4, 1998, have both attempted to provide some
cross-vehicle structure. It is noteworthy, however, that both
constructions are attached to a fixed seat back and/or passenger
compartment panel. Furthermore, the Lancia construction appears to
lack any cross-vehicle structural support that would significantly
resist side impacts or torsion, especially for a modern unibody
construction vehicle. U.S. Pat. No. 5,954,390, entitled "Vehicle
Dynamic Side Impact System" which issued to Kleinhoffer et al. on
Sep. 21, 1999, discloses a seat mounting track and seat affixed on
top of a beam. This device, however, appears to use an undesirably
high seat or ineffectively low beam; moreover, a fixed roof is
employed in this patent as an added structural reinforcement.
In accordance with the present invention, a structural seat system
is provided for an automotive vehicle. In another aspect of the
present invention, a structural beam is employed which extends in a
cross-vehicle direction spaced above a vehicle floor. A further
aspect of the present invention provides a passenger seat with a
recessed configuration. A variety of structural beam-to-seat
mounting arrangements and positions are also provided in additional
aspects of the present invention. Yet another aspect of the present
invention uses a structural reinforcement and seat system in a
convertible roof vehicle.
The present invention is advantageous over conventional
constructions, in that the present invention significantly improves
cross-vehicle resistance to side impact collisions and provides
torsional stiffness sufficient for use with a large four door
vehicle, such as one having a convertible roof. Spacing the
structural beam away from the floor reduces "match boxing" of the
vehicle body and more direct side impact resistance as compared to
traditional, floor mounted reinforcements. Moreover, the
beam-to-pillar mounting structures of the present invention
significantly enhance side impact resistance as compared to prior
constructions. The seat structure and positioning of the present
invention allows for normal reclining and seat movement while still
providing a raised structural reinforcement system. Additional
features and advantages of the present invention will be shown and
described with reference to the following description and appended
figures.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a side elevational view showing a preferred embodiment
system of the present invention, with a convertible roof in a
retracted position and with the left side doors removed;
FIG. 2 is a diagrammatic side view showing a convertible roof,
usable with the present invention, disposed in a raised
position;
FIG. 3 is a diagrammatic rear view, taken along line 3-3 of FIG. 1,
showing the preferred embodiment system, with an outer
reinforcement removed;
FIG. 4 is a fragmentary rear view showing a reinforcement structure
of the preferred embodiment system;
FIG. 5 is a cross-sectional view, taken along line 5-5 of FIG. 4,
showing the preferred embodiment system;
FIG. 6 is a front perspective view showing a front passenger seat
of the preferred embodiment system;
FIG. 7 is a side elevational view showing the seat of the preferred
embodiment system;
FIG. 8 is an exploded perspective view showing a lumbar support
link employed in the preferred embodiment system;
FIG. 9 is a side elevational view showing the preferred embodiment
system, with the seat in a fully raised position;
FIG. 10 is a side elevational view showing the preferred embodiment
system, with the seat in a fully reclined position;
FIG. 11 is a diagrammatic rear view, like that of FIG. 3, showing a
first alternate embodiment of the present invention system;
FIG. 12 is a diagrammatic side view showing the first alternate
embodiment system;
FIG. 13 is a fragmented side view showing a locking mechanism
employed in the first alternate embodiment system;
FIG. 14 is a partially fragmented rear view showing the locking
mechanism employed in the first alternate embodiment system;
FIG. 15 is a rear perspective view showing a second alternate
embodiment of the present invention system;
FIG. 16 is a diagrammatic rear view, like that of FIG. 3, showing a
third alternate embodiment of the present invention system;
FIG. 17 is a partially fragmentary, diagrammatic rear view, similar
to that of FIG. 3, showing an alternate variation of the present
invention system;
FIG. 18 is a diagrammatic rear view showing a fourth alternate
embodiment of the present invention system;
FIG. 19 is a side elevational view showing the fourth alternate
embodiment of the present invention system;
FIG. 20 is a diagrammatic side view showing a fifth alternate
embodiment of the present invention system;
FIG. 21 is a diagrammatic side view showing a sixth alternate
embodiment of the present invention system;
FIG. 22 is a diagrammatic side view showing a seventh alternate
embodiment of the present invention system;
FIG. 23 is a partially fragmentary, diagrammatic side view showing
an eighth alternate embodiment of the present invention system;
FIG. 24 is a diagrammatic side view showing a ninth alternate
embodiment of the present invention system; and
FIG. 25 is an exploded perspective view showing the ninth alternate
embodiment system.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT
An automotive vehicle according to the present invention has a
body, a convertible roof and a structural reinforcement system 19.
As shown in FIGS. 1 and 2, a vehicle 21 has soft top convertible
roof 41 of the type disclosed in U.S. patent Ser. No. 10/403,362,
now U.S. Pat. No. 6,695,385, entitled "Vehicle Convertible Roof,"
which was invented by Eric W. Lange and filed on Mar. 31, 2003;
this disclosure is incorporated by reference herein. Soft top roof
41 includes a top stack mechanism including left and right, front,
center and rear side rails, 42, 43 and 44, respectively, with four
spanning roof bows 45 and multiple linkages 48. An electric motor
or hydraulic actuator 46 automatically drives the mechanism and a
pliable roof cover 47 is attached to and covers roof bows 45. The
convertible roof is movable from a raised and closed position above
front passenger seats 31 and rear passenger seats 33 in a passenger
compartment 35, as shown in FIG. 2, to a retracted and open
position within a roof storage compartment 37 predominantly below a
vehicular beltline 61, as shown in FIG. 1. Roof storage compartment
32 is a trunk with a dual opening decklid, or a bootwall, forward
and separated from a trunk, covered by an automatically openable
tonneau cover. A more preferred convertible roof is described in
U.S. Ser. No. 60/612,384, entitled "In-Folding Convertible Roof"
which was filed on Sep. 23, 2004, and invented by Dilluvio; this
application is incorporated by reference herein.
Alternately, a retractable hard-top roof (not shown) including a
front hard-top section, a middle hard-top section and a rear
hard-top section is employed. The hard-top sections are
interconnected by a linkage assembly driven by an automatic
actuator, such as an electric motor or hydraulic cylinder. Such a
hard-top roof and linkage assembly is disclosed in U.S. patent Ser.
No. 10/245,973, now U.S. Pat. No. 6,695,386, entitled "Vehicle
Retractable Hardtop Roof," which was invented by Michael T. Willard
and filed on Sep. 18, 2002, which is incorporated by reference
herein. Furthermore, in another alternate variation (not shown),
multiple sliding roof panels and a slidably retracting backlite or
back window can be provided with the present invention. This
variation is disclosed in PCT Publication No. WO 02/096685 entitled
"Automotive Vehicle with Open Air System" which was invented by
Doncov et al. and published on Dec. 5, 2002; this disclosure is
also incorporated by reference herein.
Referring to FIGS. 3-5, a generally vertical, steel reinforcing
tube 51 is welded within each center or B-pillar 65, and is
attached to a generally fore-and-aft elongated and horizontal
reinforcing steel tube 67 which is welded within each rocker panel
95. A structural reinforcement cross beam 101 is welded to a middle
segment of vertical reinforcement tube 51 and is elongated in a
generally straight, cross-vehicle and horizontal orientation
projecting inwardly between B-pillars 65. Cross beam 101 is a
structural steel tube. A lower diagonal reinforcement tube or beam
103 downwardly and outwardly extends from cross beam 101 and is
welded to a lower segment of vertical reinforcement tube 51 and/or
rocker reinforcement tube 67. Both B-pillar reinforcement systems
are similarly constructed in mirrored symmetry to each other and
are connected by the continuous or two part cross beam 101 welded
or bolted to center tunnel 93.
A structural outer member or supplemental cross beam 105 is
preferably shown as two stamped, steel parts that are welded or
riveted together to encase or surround a majority of main cross
beam 101 therein between B-pillars 65. Alternately, structural
outer member 105 may consist of a circular-cylindrical tube or
rectangular cross-sectionally shaped reinforcement surrounding
cross beam 101, or may be entirely eliminated depending upon the
specific vehicle application. Preferably, cross beam 101 is
inwardly spaced from a majority of outer member 105, and outer
member 105 is attached to B-pillars 65 and a floor tunnel 93 by
diagonally extending, structural gusset covers 107. Structural
outer member 105 serves to reinforce and limit buckling of the
otherwise straight cross beam 101 during a side impact collision
and to further stiffen the vehicle body between B-pillars 65 during
extreme torsional operating forces of the vehicle.
The details of one of the preferred embodiment front passenger
seats 31 are shown in FIGS. 6-10 with the other front seat being in
mirrored symmetry. Seat 31 has a seat bottom 141, a seat back 143,
an attached recliner mechanism 145 and a seat track mechanism 147.
Seat bottom 141 includes a generally horizontal bottom frame 149
and an attached compressible foam cushion 151. A central bottom pan
150 is part of frame 149. Seat back 143 includes a generally
rectangularly shaped back frame 153 and an attached compressible
foam cushion 155. The frames are preferably made from stamped steel
and the cushions are fabric, leather or vinyl covered. The frames
also include internally spanning wire mesh or other cushion
supporting componentry.
Recliner mechanism 145 includes a hinge 157 on each side that has a
generally inverted U-shape with a pivot 159 coupled to back frame
153 and an opposite leg 161 stationarily affixed to bottom frame
149. An electric motor, cable drive and/or geared actuator 163 are
coupled to the pivot to automatically control tilting or reclining
of recliner mechanism 145. Alternately, reclining can be manually
controlled by lever and nut-to-jack screw actuation.
Seat 31 further includes a lumbar support 181 which is slidably
coupled to back frame 153 by elongated rods 180. An electric motor
and cable actuator 184 moves lumbar support 181. A generally
straight link 183 has a slotted pin and lost motion coupling 186
which pivotally connects a flange on each side of seat back frame
153 to a flange upwardly extending from bottom pan 150. Link 183
pulls the rear of pan 150 in an upward direction while seat back
143 is reclining. Pan 150 is pivoted at a front attachment to
bottom frame 149 adjacent where bottom frame 149 attaches to seat
tracks 147. Thus, lumbar support 181 is maintained a somewhat
constant distance relative to the seat bottom regardless of the
seat back positioning. Link 183 may be alternately replaced by a
cable. Moreover, seat track mechanism 147 includes elongated seat
tracks mounted to the vehicle floor which allow linear movement,
front and back links allowing up/down and tilting movement, and
electric motor actuators.
Accordingly, there is a recess in hinge 157 and matching offset and
recess in seat cushions adjacent the lower, rear intersection of
seat back 143 and seat bottom 141. In operation, this allows for
normal rearward, linear placement of the seat without interfering
with beam 101, as shown in FIG. 9. This configuration also allows
for generally flat folding or reclining of seat back 143 above beam
101 from the upright position of FIG. 9 to the fully reclined
position of FIG. 10 (here shown within 20.degree. of horizontal).
Thus, beam 101 is received within the recess of hinge 157 and of
seat cushions 151 and 155. In contrast, traditional seat
constructions would create an undesirable interference between a
reclined seat back and the floor-to-beam spacing of the present
invention.
FIGS. 11-14 illustrate a first alternate embodiment wherein the
structural seat system includes a main crosscar beam 101 coupled to
and spanning between B-pillars 65. Main beam 101 is received within
recesses 201 of both front passenger seats 31 like that of the
preferred embodiment. A supplemental, structural beam or
reinforcement 203 diagonally extends in an upward and outward
direction from each side of main beam 101. An inboard end of each
diagonal beam 203 has a collar 205 that rotatably couples diagonal
beam 203 to the stationary main beam 101.
A locking mechanism 207 disengagably couples an outboard end 209 of
each diagonal beam 203 to B-pillar 65. Each locking mechanism 207
has a latching device 209 and a striker 211. Latching device
includes a pair of rotatable latches 213 driven by an
electromagnetic solenoid 215, which in turn, is automatically
actuated when the seat back reclining mechanism is actuated.
Latches 213 lock around striker 211 when the seat back is located
in a nominal and generally upright position, and disengage from the
striker when the seat back is rearwardly tilted or the seat bottom
is linearly moved from a nominal position. Lost motion slots and
pins can be employed to allow some predetermined range of linear
and reclining motion without the need for locking mechanism
disengagement. Latching device 209 is shown attached to diagonal
beam 203 and striker 211 is shown attached to B-pillar 65, however,
this arrangement may be reversed. Diagonal beam 203 is slidably
attached to seat back 155 in a manner to allow normal seat back
movement in concert with diagonal beam 203, such as with straps,
slotted brackets or the like. The majority of diagonal beam 203 is
external to the normal seat back frame and cushion yet the diagonal
beam resists side impact crushing if the seat back is fully
reclined.
Reference should now be made to FIG. 15. This second alternate
embodiment system is much like that shown in FIG. 11, except that a
distal end of a generally vertically elongated, tubular beam 221 is
attached to a housing of a locking mechanism 223 and a proximal end
has a collar 225 rotatably coupled to an outboard end of a main
cross beam 227 adjacent a B-pillar 229. A diagonal, tubular beam
231 extends between locking mechanism 223 and a rotatable collar
233 coupled to main beam 227. In this embodiment, both vertical and
diagonal beams 221 and 231, respectively, are allowed to rotate
with a seat back frame 235.
Referring to a third alternate embodiment of FIG. 16, a main cross
beam 251 spans between B-pillars 253 above a vehicular floor 255.
An inverted, generally U-shaped, supplemental beam 257 is coupled
to each front passenger seat back 259 for corresponding tilting
movement. Each supplemental beam 257 included two generally
vertical and tubular legs rotatably coupled to main beam 251 by
collars 261 and a tubular upper leg which extends between the
vertical legs in a generally horizontal and cross-vehicle
direction.
If raised above the seat backs, the supplemental beams may
optionally serve as vehicle roll bars secured to the main beam on
each side of the vehicle's fore-and-aft centerline. A pendulum
activated locking mechanism, as with conventional seat belt
retractors, may be employed to fix the otherwise rotatable collars
261 to the main beam in the event of a rollover and/or side impact
condition. An alternate variation is shown in FIG. 17 where roll
bars 161' are optionally secured (in a fixed manner) to an upper
beam 51' on each side of the vehicle's fore-and-aft centerline
163'. Upper beam 51' is positioned adjacent a beltline 61' of the
vehicle (spaced above a vehicular floor), a lower beam 53' is
attached to a sheet metal floor pan 63' of the vehicle, outboard
vertical beams 57' are welded, riveted or otherwise secured to
B-pillars 65' of the vehicle, and diagonal beams 55' and an inboard
generally vertical beam 57'' interconnect the other beams.
FIGS. 18 and 19 illustrate a fourth alternate embodiment system. A
main, cross-vehicle elongated, tubular beam 281 extends from one
B-pillar 283 and rocker panel 285, projects through a center tunnel
287, and is coupled to the opposite B-pillar and rocker panel. A
generally vertical and tubular beam 289 is rotatably coupled to an
outboard section of main beam 281 by a collar 291 which abuts
against an inboard stop 293 affixed to the stationary main beam. An
elongated slot 294 in an offset end of vertical beam 289 is coupled
to a pin 295 outwardly projecting from a diagonal tubular beam 297
in a lost motion manner. Diagonal beam 297 may be either disposed
internal or external to seat back cushion 299, but is coupled to
the seat back for coincidental tilting movement. An inboard end of
diagonal beam 297 has an abutment structure 302 received within a
journaling bracket 304 joined to center tunnel 287. Thus, a side
impact collision against the diagonal beam and the vertical beam
will be resisted by the main beam and by the abutment
structure-to-tunnel interface. Yet, the passenger is still
protected when the seat back is reclined or otherwise moved behind
the B-pillar. A crossing second, diagonal beam 306 is optionally
coupled to the first diagonal beam 297, a seat back frame, one or
more vertical beams 289 and/or main beam 281.
FIG. 20 shows a fifth alternate embodiment system like that of FIG.
18 but where an extra link 310 couples a curving vertical beam 289'
to a main cross beam 281'. This more easily allows fore-and-aft and
tilting movement of a seat bottom 312, while a lost motion coupling
314 allows reclining of a seat back 316 relative to seat bottom 312
and main beam 281' which is stationary relative to the vehicle.
A sixth alternate embodiment is shown in FIG. 21. This system
provides a multi-link coupling 329 between a front passenger seat
back 331 and an external, structural cross beam 333 extending
between the B-pillars. An electric motor or manual lever actuator
335 drives the reclining and/or fore-aft motion of seat back 331
relative to beam 333 by way of a sector gear or cable connection to
the links. The seventh alternate embodiment of FIG. 22 illustrates
a structural cross beam 351 located internally within a front
passenger seat back 353, with ends of the cross beam protruding
externally inboard and outboard of the seat. A supplemental seat
back cushion and support 355 (such as a rigid polymeric sheet) is
coupled to seat back 353 by way of links or tracks 357 and is
linearly moved away from seat back 353 through activation of an
internal electric motor actuator 359 driving cables or the like. A
second internal electric motor actuator 361 serves to rotate seat
back 353 about beam 351 by way of a geared coupling or the
like.
FIG. 23 illustrates an eighth alternate embodiment structural
reinforcement system 301 of the present invention. In this
embodiment, a structural beam 303 extends in a generally straight
(when viewed from the top and rear) orientation between the
B-pillars or other upstanding structural members of the automotive
vehicle adjacent the rocker panels. Beam 303 is an enclosed and
hollow polygon, here shown with four sides when viewed in
cross-section, which can be extruded or hydroformed from steel.
Rear sections 305 of metal seat tracks 307 are attached to beam 303
by welded or riveted brackets 309. Front sections 311 of seat
tracks 307 are attached to a metal floor panel 313 by welded,
riveted or bolted on brackets. Front seats 315, or other passenger
seats, and their respective seat movement mechanisms 317 are
attached to seat tracks 307. Exemplary seat movement mechanisms 317
are disclosed in U.S. Pat. No. 5,575,531 entitled "Vehicle Power
Seat Adjuster with End Driven Lead Screw Actuation" which issued to
Gauger, et al. on Nov. 19, 1996, and is incorporated by reference
herein. Space is provided below beam 303 and the adjacent portion
of seat tracks 307 so as to maximize passenger compartment leg room
and foot room. Beam 303 is secured to the vehicle well below a
beltline area but may be useful in trucks, vans, sport utility
vehicles and other situations that serve to add the required
vibrational stiffness, minimize cross-vehicle and diagonal twisting
of the vehicle body, while also improving crashworthiness during
side impact. Thus, beam 303 advantageously serves as a
multifunctional part.
A ninth alternate embodiment system of the present invention can be
seen by reference to FIGS. 24 and 25. This exemplary embodiment
provides a structural beam 451, which projects between the
vehicular B-pillars and is spaced above the vehicular floor. One or
more sockets 453 have a through-bore 455 rotatably positioned about
beam 451 such that the beam acts as a fixed pivot. A rigid,
polymeric table 457 is attached to bifurcated fingers of socket 453
by screws or rivets. The movement force required of socket 453
relative to beam 451 can be controlled by variably moving a set
screw projecting into bore 455, a slotted opening in the socket
which is open to bore 455 and spanned by an adjustable bolt, a
viscous geared dampener, or the like. Moreover, a latch can
disengagably retain the table to the seat back. A seat back 459 can
recline with table above beam 451 using the previously disclosed
reclining mechanisms.
While various aspects of the structural seat system have been
disclosed, it should be appreciated that variations may be made
which fall within the scope of the present invention. For example,
additional accessories can be attached to any of the structural
reinforcement beams disclosed herein such as folding tables, lamps,
telephones, computers and the like. Furthermore, the beams can
alternately be manufactured from composite materials such as
glass-filled polymers, metal inserts molded within polymers, and
the like. The cross-vehicle beams and reinforcements can also be
employed behind rear seats, in front of instrument panels or
between other vehicle pillars although various advantageous of the
present invention may not be fully achieved. The structural system
is preferably employed in a convertible vehicle having four, side
passenger doors but may also be used in a stretch limousine having
four or more passenger doors and a stationary roof. Bullet-proof
armor is optionally mounted along a cross-car plane parallel and
internal to trim panels. Furthermore, it should be appreciated that
alternate beam shapes can be employed. It is also envisioned that
the seat-to-beam interface, recessed retraction mechanism, and seat
configuration can be used for a multi-passenger bench seat and
other seat shapes, although all of the advantages of the present
invention may not be utilized. It is intended by the following
claims to cover these and any other departures from the disclosed
embodiments that fall within the true spirit of the invention.
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